Suspension enhancing hub and rear derailleur assembly

ABSTRACT

An electronic automatically decoupling hub assembly is disclosed herein. The assembly has an axle and a hub shell rotationally positioned about the axle. A controller provides automatic activation/deactivation signals to an inductor. The assembly has a bearing rotationally positioned about the axle and a rachet ring, having a plurality of teeth, rotationally positioned about the bearing. One or more pawls are provided to engage with at least some of the teeth of the ratchet ring and a seal is used to contain the pawls within the assembly. A cassette body assembly is coupled with the rachet ring and an end cap is used to prevent a contaminant from entering into the decoupling hub assembly.

CROSS-REFERENCE TO RELATED APPLICATIONS (PROVISIONAL)

This application claims priority to and benefit of co-pending U.S.Provisional Patent Application No. 62/771,416 filed on Nov. 26, 2018,entitled “ELECTRONIC AUTOMATICALLY DECOUPLING HUB ASSEMBLY” by Allingeret al., and assigned to the assignee of the present application, thedisclosure of which is hereby incorporated by reference in its entirety.

This application claims priority to and benefit of co-pending U.S.Provisional Patent Application No. 62/772,504 filed on Nov. 28, 2018,entitled “DISENGAGEABLE REAR DERAILLEUR ASSEMBLY” by Choltco-Devlin etal., and assigned to the assignee of the present application, thedisclosure of which is hereby incorporated by reference in its entirety.

This application claims priority to and benefit of co-pending U.S.Provisional Patent Application No. 62/805,885 filed on Feb. 14, 2019,entitled “SUSPENSION ENHANCING HUB AND REAR DERAILLEUR ASSEMBLY” byAllinger et al., and assigned to the assignee of the presentapplication, the disclosure of which is hereby incorporated by referencein its entirety.

FIELD OF THE INVENTION

Embodiments of the invention generally relate to a suspension enhancinghub and rear derailleur assembly for a bicycle.

BACKGROUND

Rear suspension assemblies are often utilized on bicycles to absorbenergy imparted to the rear wheel by the terrain over which the bicycleis being ridden. The use of a rear suspension shock system allows arider to traverse rougher terrain, at a greater speed and with lessfatigue in comparison to riding a bicycle equipped with a rigid rearframe. However, due to the fact that the rear suspension can articulate,the distance between the center chain sprocket and the rear wheelsprocket can change causing changes in chain tightness. Such, suspensioninduced chain growth can have detrimental suspension performance impactand can provide deleterious feedback to a rider through the pedals, etc.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1 is a perspective view of a bicycle having a rear suspensionsetup, in accordance with an embodiment.

FIG. 2 is a perspective view of the bicycle having a suspended rearswing arm portion as it traverses across terrain, in accordance with anembodiment.

FIG. 3A is a side view of the suspended rear swing arm portion of thebicycle as it traverses across flat terrain, in accordance with anembodiment.

FIG. 3B is a side view of the suspended rear swing arm portion of thebicycle as it traverses across a terrain feature causing a suspensionevent that modifies the chain stay length, in accordance with anembodiment.

FIG. 4A is a side view of the suspended rear swing arm portion of thebicycle as it traverses across a terrain feature having a suspensionevent that modifies the chain stay length, in accordance with anembodiment.

FIG. 4B is a side view of the suspended rear swing arm portion of thebicycle as it returns to flat terrain after the terrain featuresuspension event, in accordance with an embodiment.

FIG. 5A is a perspective view of a disengageable derailleur assembly, inaccordance with an embodiment.

FIG. 5B is another perspective view of a disengageable derailleurassembly, in accordance with an embodiment.

FIG. 6 is an exploded view of a disengageable derailleur assembly, inaccordance with an embodiment.

FIG. 7 is a cutaway view of P-Knuckle assembly of the disengageablederailleur assembly which includes a portion of cage assembly, inaccordance with an embodiment.

FIG. 8 is a side sectional view of the P-Knuckle assembly of thedisengageable derailleur assembly which also includes a portion of cageassembly in a cage free configuration, in accordance with an embodiment.

FIG. 9 is a side sectional view of the P-Knuckle assembly of thedisengageable derailleur assembly which also includes a portion of cageassembly in a cage sprung configuration, in accordance with anembodiment.

FIG. 10 is an exploded view of an electronic automatically decouplinghub assembly, in accordance with an embodiment.

FIG. 11 is a partially exploded view of an electronic automaticallydecoupling hub assembly, in accordance with an embodiment.

FIG. 12 is a full section view of an electronic automatically decouplinghub assembly, in accordance with an embodiment.

FIG. 13 is an opaque front view of an electronic automaticallydecoupling hub assembly, in accordance with an embodiment.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

SUMMARY

A derailleur having a cage assembly and a P-Knuckle assembly, whereinthe cage assembly is selectively and frictionally engaged or disengagedfrom the P-Knuckle assembly. In addition, the derailleur allows theP-Knuckle assembly to retain orientation information with respect to thecage assembly during the frictional disengagement such that thederailleur will maintain the suspension position, gearing, and chaindrift needs of the bicycle while allowing free movement of the cageassembly to eliminate most cage force that could adversely affectsuspension performance.

The electronic automatically decoupling hub assembly wherein a number ofthe one or more pawls is analogous to the number ofinductor/electromagnets.

The electronic automatically decoupling hub assembly wherein thecontroller provides a polarity to the inductors/electromagnets that pushor pull the one or more pawls into an engaged position.

The electronic automatically decoupling hub assembly wherein thecontroller provides a polarity to the inductors/electromagnets that pushor pull the one or more pawls into a disengaged position.

The electronic automatically decoupling hub assembly wherein anelectromagnetic force is used to engage the pawls with ratchet ring whenthe pawls are retracted in a resting state.

The electronic automatically decoupling hub assembly wherein anelectromagnetic force is used to disengage the pawls with ratchet ringwhen the pawls are deployed in a resting state.

The electronic automatically decoupling hub assembly further comprising:at least one sensor to provide an input signal to the controller, theinput signal causing the controller to electronic automatically engageor disengage the pawls from the ratchet ring.

The electronic automatically decoupling hub assembly wherein the sensoris selected one or more of the group of sensors consisting of: anaccelerometer, an optical detection (e.g., infrared motion sensor), animage capturing device (e.g., optical flow), and a combination thereof.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention is to be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, and objects have not beendescribed in detail as not to unnecessarily obscure aspects of thepresent disclosure.

Definitions

In the following discussion, the disengageable derailleur assemblyincludes a P-Knuckle (Pully Knuckle) assembly and a cage assemblyfrictionally and mechanically coupled together to form a derailleur suchas shown in FIGS. 5A and 5B and in further detail in FIG. 6.

In the following discussion the term disengageable derailleur assemblyrefers to the capability to modify the coefficient of friction betweenthe P-Knuckle assembly and the cage assembly of the derailleur assembly.In one embodiment, a clutch plate is used to modify the coefficient offriction between the two assemblies. For example, when the coefficientof friction is high (e.g., the clutch plates are engaged), the P-Knuckleassembly and the cage assembly become fixedly coupled such that movementof the cage assembly causes movement of the P-knuckle assembly and viceversa. In contrast, when the coefficient of friction is low (e.g., whenthe clutch plates are separated), the P-Knuckle assembly disengages fromthe cage assembly such that the cage assembly is capable of movementabout the coupling axis with the P-Knuckle assembly in an almostfrictionless state. Therefore, when the P-Knuckle assembly and the cageassembly are frictionally disengaged, the feedback that is encounteredby the suspension due to the input of the P-Knuckle assembly onto thecage assembly is significantly reduced.

The P-knuckle assembly is shown at P-Knuckle 510 of FIGS. 5A and 5B andfurther in detail in FIG. 6. In one embodiment, P-Knuckle assemblyincludes a P-Knuckle housing 615, a motor and gear 610, a spring (orsolenoid) housing 620, a linear solenoid 625, a torsional power spring630, a P-Knuckle clutch plate 635 (with gear), at least one thrustbearing 640, and a P-Knuckle cover 644. In one embodiment, a frameattachment portion 505 is also part of the P-Knuckle assembly 510.

The cage assembly: is illustrated herein as the cage assembly 565 ofFIGS. 5A and 5B and further in detail in FIG. 6. In one embodiment, thecage assembly includes a cage bearing 645, a cage plate 650, at leastone snap ring 655, inner and outer cage plates 563, lower idler pully520, and upper idler pully 520 a.

Although a plurality of different components is described, it should beappreciated that the disengageable derailleur assembly 17 can have moreof fewer components. For example, a number of the components shown couldbe combined to a single component or could be broken from one into aplurality of components. Moreover, the disengageable derailleur assembly17 could include more of fewer of the components shown. The use of thedesignated separate components defined as being part of P-Knuckleassembly 510 and cage assembly 565 in the discussion is provided as oneembodiment, and is shown merely for purposes of clarity. It should beappreciated that in one embodiment, one or more of the components couldbe moved into the opposite assembly.

Chain stay length: The distance between bottom bracket (where the crankattaches to bicycle frame) and the rear wheel axis. On a rigid framebike, unless the frame fails, the distance between the bottom bracketand the rear wheel axis will remain the same. However, on a rearsuspension bicycle, unless the main suspension arm pivots directly aboutthe bottom bracket axis, the chain stay length changes as the suspensionpivots.

Pedal bob: A suspension motion caused when the rider is standing up andpedaling. As the rider reaches the bottom of the crank/pedaling circle,a dead spot is created in the pedal circle as the rider's weightmomentarily comes to reset on the pedal that is at the bottom of thepedal circle and before the opposite leg can begins to pick up the riderweight on the opposite downward pedal stroke. Pedal bob wastes energythat is input into the bicycle as the suspension will absorb a portionof the energy in the form of suspension friction instead of using all ofthe input energy for propulsion.

Anti-squat: is a measure of how much the suspension and/or chain tensionmaintainer resists pedal bob.

Pedal kickback: if there are high levels of anti-squat, during times ofsudden suspension compression, the suspension will not be able to absorbthe compression and this will result in the crank being forced to rotatebackwards due to the lengthening of the chain stay length occurringfaster than the suspension and/or chain tension maintainer can increasethe available operational length of chain.

In addition to improvement in pedal feedback, the disengaged freewheelmechanism will improve rear wheel traction. For example, when the hub isengaged, chain stay length increase will, along with inputting forceinto the rider's legs, also force the rear wheel to rotate forward. Thisrotation would be at a rate almost certainly different than the rate atwhich the wheel is moving over the ground, decreasing the wheel'sability to track terrain and decreasing traction.

However, by disengaging the hub, chain stay length increase will notdeleteriously impact the rotation of the rear wheel. As such, therotation of the rear wheel would remain the same rate at which the wheelis moving over the ground. By removing any chain stay length increasingforces subjected to the rear wheel, the wheel will be able to trackterrain and maintain whatever traction is presently available.

Rear derailleur: is used in a bicycle drive train to shift the drivechain across a number of rear cogs/sprockets to achieve different gearratios depending on riding conditions and rider preference. The smallcog in a current bicycle drive train is 9-12 teeth. The large cog can beas large as 42 teeth or more. Therefore, the rear derailleur acts asboth a shifting mechanism, and a chain tensioner mechanism toaccommodate the different lengths of chain required when shifting fromthe small cog to the large cog.

Embodiment of the present invention would not be obvious and in fact,are likely counter-intuitive to those of ordinary skill in the artbecause those in the art knows that it is important to maintain thatspring force on the cage assembly in order to maintain chain tensioning.Maintaining chain tension is important to maintain chain retention suchthat the chain does not bounce off of a chain ring. However, thedisclosed technology selectively engages and disengages the cageassembly from the P-Knuckle, such that the tension on the chain isrelieved (due to the disengagement) when the chain growth is increasing.Moreover, (due to the re-engagement characteristics of the cage assemblywith the P-Knuckle) tension is maintained when the chain growth isreduced or is no longer increasing.

Overview

In general, there are a number of difference rear suspension systemssuch as simple single-pivot, linkage-driven single pivot, Horst-link(four-bar), Twin-link (virtual pivot point), and the like. Further, thelocation of the pivot can be higher or lower on frame 24.

The use of a rear suspension shock system allows a rider to traverserougher terrain, at a greater speed and with less fatigue in comparisonto riding a bicycle equipped with a rigid rear frame. However, due tothe fact that throughout a rear suspension articulation the distancebetween the center chain sprocket and the rear wheel sprocket canchange, the accompanying chain growth can detrimentally affect theoperation and feel of the rear suspension during compression andrebound.

Bikes utilized chain growth to affect certain suspensioncharacteristics. In general, the chain growth is taken up by derailleursto control the length of the chain deployed. However, when thederailleur is sprung it can detrimentally affect the suspension byadding additional forces to the suspension and therefore restrict themotion of the suspension.

Embodiments discussed herein provide a new and novel way to selectivelyand frictionally engage or disengage the cage assembly from theP-Knuckle assembly (e.g., the clutch plate from the P-Knuckle assemblyfrictionally engages or disengages with its cage assembly counterpart)and the freewheel mechanism of a hub from the suspension selectively,such as based on terrain, rider input, and the like. In so doing, andbased on manual or automatic inputs from the bicycle system, thedisengageable derailleur assembly can be disengaged when performance isparamount to eliminate the inefficiencies caused by suspension inducedchain growth. Further, the disengageable derailleur assembly can bereengaged as needed to ensure the chain stays in an appropriate locationto properly propel the bicycle. The inputs could be pedal movement,suspension movement, pitch of the bicycle, inputs from one or moresensors, chain tautness, and the like.

Operation

FIG. 1 illustrates bicycle 100 having a frame 24 with a suspensionsystem comprising a swing arm portion 26 that, in use, is able to moverelative to the rest of frame 24; this movement is permitted by, interalia, a rear shock absorber and/or damping assembly 38. The front forks34 also provide a suspension function via a damping assembly in at leastone fork leg; as such the bicycle 100 is a full suspension bicycle (suchas an ATB or mountain bike), although the embodiments described hereinare not limited to use on full suspension bicycles. In particular, theterm “suspension system” is intended to include vehicles having frontsuspension or rear suspension only, or both. In one embodiment, swingarm portion 26 is pivotally attached to the main frame 24 at pivot point12 which is located above the bottom bracket axis 11. Although pivotpoint 12 is shown in a specific location, it should be appreciated thatpivot point 12 can be found at different distances from bottom bracketaxis 11 depending upon the rear suspension configuration. The use of thespecific pivot point 12 herein is provided merely for purposes ofclarity. Bottom bracket axis 11 is the center of the pedal and frontsprocket assembly 13. Bicycle 100 includes a front wheel 28 which iscoupled to the main frame 24 via front fork 34 and a rear wheel 30 whichis coupled to the main frame 24 via swing arm portion 26. A seat 32 isconnected to the main frame 24 in order to support a rider of thebicycle 20.

The front wheel 28 is supported by a front fork 34 which, in turn, issecured to the main frame 24 by a handlebar assembly 36. The rear wheel30 is connected to the swing arm portion 26 of the frame 22 at rear axle15. A shock absorber (e.g., damper assembly 38) is positioned betweenthe swing arm portion 26 and the frame 22 to provide resistance to thepivoting motion of the swing arm portion 26 about pivot point 12. Thus,the illustrated bicycle 100 includes a suspension member between swingarm portion 26 and the frame 24 which operate to substantially reducerear wheel 30 impact forces from being transmitted to the rider of thebicycle 100.

Bicycle 100 is driven by a chain 19 that is coupled with both frontsprocket assembly 13 and rear sprocket 18. As the rider pedals the frontsprocket assembly 13 is rotated about bottom bracket axis 11 a force isapplied to chain 19 which transfers the energy to rear sprocket 18.Optional chain tension device provides a variable amount of tension onchain 19. The need for chain 19 length variation can be due to a numberof different gears that may be on one or both of front sprocket assembly13 and/or rear sprocket 18 and/or changes in chain stay length as thedistance between bottom bracket axis 11 (where front sprocket assembly13 attaches to bicycle frame 24) and the rear axle 15 changes due tosuspension articulation as shown in further detail in herein.

FIG. 2 illustrates bicycle 100 having a suspended rear swing arm portion26 as it traverses across terrain 45 and encounters a terrain feature 55shown in accordance with an embodiment. Terrain feature 55 may be a dip,rock, bump, sidewalk, hole, or any other type of feature that will causean articulation in the rear suspension of bicycle 100. In general,terrain feature 55 will exert a force on rear wheel 30 of the bicycle100. The angle of the resolved force relative to the rear wheel 30 istypically normal (substantially) to the rear wheel 30 at the point ofimpact. That force then imparts a component of the impact from terrainfeature 55 to the axle 15 as dictated by the trajectory of the swing armpivot point 12.

Although one type of rear suspension is shown herein it is for purposesof clarity. It should be appreciated that there may be many differentways of setting up a rear suspension. However, the following discussionis applicable to any rear suspension setup that has a swing arm pivotpoint 12 that is not located exactly at bottom bracket axis 11. That is,since the swing arm pivot point 12 is offset from the bottom bracketaxis 11 (above, below, ahead, or behind) then when rear swing armportion 26 rotates the chain stay length changes.

FIG. 3A is a side view 300 of the suspended rear swing arm portion 26 ofthe bicycle as it traverses across flat terrain 45 shown in accordancewith an embodiment.

FIG. 3B is a side view 350 of the suspended rear swing arm portion 26 ofthe bicycle as it traverses across a terrain feature 55 causing asuspension event that modifies the chain stay length shown in accordancewith an embodiment.

For example, the main pivot point 12 for bicycle 100 is slightly behindand higher than the bottom bracket axis 11. However, it could alsoinclude a couple of linkages and a number of different articulations. Assuch, 10 inches of rear travel 305 is not uncommon in a rear suspensionbike. However, since the rear can travel throughout the 10-inch range,the chain stay length will change. For example, from the shortestdistance when the bike is sitting to a longer distance when there isweight on the suspension, e.g., a rider on the bike, when bumps are hit,when pedal bob occurs, etc.

As chain length grows, e.g., due to a suspension change, the riderpedaling the bike will feel the motion of the suspension causing achange in the pressure on the pedal. During a high or quick levels ofsuspension movement (e.g., hitting a large rock, tree branch, pothole,and the like), the brisk change in suspension configuration and chainstay length will provide a significant pedal pressure change which couldcause a rider to lose balance and possibly even crash. Moreover, theequally quick return of the suspension to the normal state after thebump is encountered could cause the chain to come free of the front orrear sprockets.

FIG. 4A is a side view 400 of the suspended rear swing arm portion 26 ofthe bicycle as it traverses across a terrain feature 55 having asuspension event that modifies the chain stay length shown in accordancewith an embodiment.

FIG. 4B is a side view of the suspended rear swing arm portion of thebicycle as it returns to flat terrain 45 after the terrain feature 55suspension event shown in accordance with an embodiment. The rearderailleur assembly 17, using one or more spring, provides tension inthe chain 19 for gear changing and suspension change events. However, ina large suspension change event such as after contacting terrain feature55 (e.g., hitting a bump causing a quick suspension articulationchange), the spring pressure within the rear derailleur is not alwaysable to keep up with the change in chain stay length. In one case, thequick change in chain stay length as the suspension travels back from Bto A over rear travel 305 will result in a relaxing in the pressure onthe chain 19 which will travel along chain 19 to the front sprocketassembly 13 and cause the chain 19 to disengage from the front sprocketassembly 13.

One solution utilizes a friction clutch in the rear derailleur assembly17 to reduce the release in chain pressure, thereby stopping chain 19from getting enough slack to disengage from the front sprocket assembly13. However, the use of the clutch restricts chain stay length growth.For example, as shown in FIGS. 3A and 3B when bicycle 100 encountersterrain feature 55 and initially distance of rear travel 305 from A toB, the necessary amount of chain will have to increase as the chain staylength increases to keep up with the suspension articulation. However,if there is a clutch restricting the chain stay length growth, theencounter with terrain feature 55 will cause the suspension to putexcessive force on chain 19 during the suspension articulation, theexcessive force can cause chain damage, sprocket damage, or reduce thesuspension travel length providing a harsher ride over the terrainfeature.

FIGS. 4A and 4B also include a sensor 415, such as an accelerometer, anoptical detection (e.g., infrared motion sensor), an image capturingdevice (e.g., optical flow), a combination thereof, or the like. In oneembodiment, sensor 415 detects the amount of rotation and speed ofrotation of the rear axle. In another embodiment, sensor 415 candetermine the angle of swing arm portion 26. For example, is the swingarm portion 26 tilted in a manner that would suggest the bicycle 100 isgoing down a small incline (5-15 degrees), down a medium incline (16-30degrees), down a large incline (31-90 degrees), traversing a flatsection, going up a small incline (5-15 degrees), going up a mediumincline (16-30 degrees), going up a large incline (31-90 degrees), etc.Although a number of degrees are provided to indicate three differentlevels of slope, it should be appreciated that there may be more offewer different breakdowns of slope measurement. For example, in thesimplest case it could be whether it is a downward slope (descending) oran inclined slope (ascending). In a more complicated example, therecould be different levels for every 5 degrees, 7 degrees, 10 degrees, 15degrees, or the like). In one embodiment, sensor 415 could determinewhether or not the chain is being rotated based on whether the pedalsare moving or are stationary, etc.

Sensor 415 may be positioned proximate a rear axle 15 of the bicycle 100for sensing changes in terrain. As shown in FIGS. 4A and 4B, sensor 415is mounted on swing arm portion 26 proximate the rear axle 15 of thebicycle. In one embodiment the angular orientation of a sensor 415sensing axis is movable through a range or angle thereby allowingalteration of a force component sensed by sensor 415 in relation to aforce (vector) input into the rear swing arm portion 26. It isunderstood that sensor 415 may be moved or mounted in any suitableconfiguration and allowing for any suitable range of adjustment as maybe desirable. It is understood that the sensor may include one, two,three or more sensing axis′. That is useful for adjusting thesensitivity of sensor 415 to various anticipated terrain and bicyclespeed conditions.

The bicycle speed affects the vector direction of a force input to thebicycle wheel for constant amplitude terrain feature 55 or “bump/dip.”Varying size bumps and dips also affect the vector input angle to thewheel for constant bicycle speed. The movement of swing arm portion 26is however limited to a mechanically determined trajectory. In oneembodiment, sensor 415 may be coupled to the rear suspension, such asshock absorber and/or damper assembly 38, for measuring the operationalcharacteristics of the rear suspension.

Sensor 415 can be any suitable force or acceleration transducer (e.g.strain gage, Wheatstone bridge, accelerometer, hydraulic cylinder,interferometer based, optical, thermal, and acoustic or any suitablecombination thereof). Sensor 415 may utilize solid state electronics,electro-mechanical principles, or any other suitable mechanisms. In oneembodiment, sensor 415 is a single axis self-powered accelerometer, suchas for example ENDEVCO Model 2229C. The 2229C is a comparatively smalldevice with overall dimensions of about 15 mm height by 10 mm diameter,and weighs about 4.9 g. Its power is self-generated and therefore thetotal power requirements for the bicycle 100 are reduced; this is animportant advantage, at least for some types of bicycle, where overallweight is a concern. In one embodiment, the single axis accelerometercomprises the ENDEVCO 12M1A, which is of the surface-mount type. The12M1A is a single axis accelerometer comprising a bimorph sendingelement which operates in the bender mode. This accelerometer isparticularly small and light, measuring about 4.5 mm by 3.8 mm by 0.85mm, and weighs about 0.12 g. In other embodiments, sensor 415 is atri-axial accelerometer such as the ENDEVCO 67-100. This device hasoverall dimensions of about 23 mm length and 15 mm width, and weighsabout 14 g. Other sensors known in the art may be used with theembodiments described herein.

In one embodiment, sensor 415 is attached to swing arm portion 26directly, to any link thereof, to an intermediate mounting member or toany other portion or portions of the bicycle as may be useful forpurposes disclosed herein. In one embodiment sensor 415 is fixed to anunsprung portion of the bicycle 100, such as for example swing armportion 26, and another sensor 415 (such as an accelerometer asdescribed above) is fixed to a sprung portion of the bicycle, such asfor example the frame 24 of FIG. 1 or 2. Data from each sensor can, by aprocessor, be overlaid on a common time datum and suspension dampingand/or spring effectiveness can be evaluated by comparing the data fromthe sensors on either “side” of the suspension unit. Sensors may beintegrated with the vehicle structure and data processing system asdescribed in U.S. Pat. Nos. 6,863,291; 4,773,671; 4,984,819; 5,390,949;5,105,918; 6,427,812; 6,244,398; 5,027,303; and 6,935,157. Sensors andvalve actuators (e.g. electric solenoid or linear motor typenote that arotary motor may also be used with a rotary actuated valve) may beintegrated herein utilizing principles outlined in SP-861-VehicleDynamics and Electronic Controlled Suspensions SAE Technical PaperSeries no. 910661 by Shiozaki et al. for the International Congress andExposition, Detroit, Mich., Feb. 25-Mar. 1, 1991.

In operation, sensor 415 puts out a voltage change corresponding to aninput force. For example, the outputs from one or more sensor 415 arereconciled in a controller or processor, such as a microprocessor,having an algorithm for weighting their respective inputs and generatinga resulting singular command or signal based on a predetermined logic.In one embodiment, sensor 415 senses an input force along the prescribedrange or axis. A terrain feature 55 (e.g., bump) in the terrain 45typically exerts a force on a rear wheel 30 of the bicycle 100 (as shownin FIGS. 4A and 4B. The angle of the resolved force from terrain feature55 relative to the rear wheel 30 is typically normal (substantially) tothe rear wheel 30 at the point of impact. That force then imparts acomponent of the impact of terrain feature 55 to the axle 15 as dictatedby the trajectory of the swing arm portion 26. That component can besensed by sensor 415 at a magnitude corresponding to the orientation ofthe sensor range or angle. The sensor axis orientation can be adjustedto make sensor 415 more or less sensitive to bumps and dips in theterrain.

With reference now to FIGS. 5A and 5B and to FIG. 1, two differentperspective views of a disengageable derailleur assembly 17 are shown inaccordance with an embodiment. In general, disengageable derailleurassembly 17 has a linkage mechanism attempting to position the rearderailleur to the left from the perspective of a rider on bicycle 100. Acable attached to a shifter on the handlebar assembly 36, or hydraulicactuator connected to a shifter designed actuate the hydraulic actuator,or an electronic positioning motor connected to a shifter switch andcontroller, positions derailleur assembly 17 into the correct positionfor the corresponding cog the rider is trying to choose. Disengageablederailleur assembly 17 includes a frame attachment portion 505, aP-Knuckle assembly 510, a cage assembly 565 (which includes inner andouter cage plates 563, lower idler pully 520, and upper idler pully 520a. In one embodiment, frame attachment portion 505 is coupled with swingarm portion 26. In one embodiment, frame attachment portion 505 is partof the P-Knuckle assembly 510.

Lower idle pully 520 (and similarly upper idle pully 520 a) includes acog having a plurality of teeth on an outer perimeter thereof, the cogprovides continuous rotating contact with chain 19 of bicycle 100. Inone embodiment, lower idle pully 520 is horizontally adjustable across anumber of rear sprocket 18 coupled with rear wheel 30 of bicycle 100. Inone embodiment, disengageable derailleur assembly 17 has an upper idlepully 520 a proximal to the joint where P-Knuckle assembly 510 islocated.

FIG. 6 is an exploded view of disengageable derailleur assembly 17 shownin accordance with an embodiment. In one embodiment, disengageablederailleur assembly 17 includes P-Knuckle assembly 510 and cage assembly565.

In one embodiment, P-Knuckle assembly 510 includes a P-Knuckle housing615, a motor and gear 610, a spring (or solenoid) housing 620, a linearsolenoid 625, a torsional power spring 630, a P-Knuckle clutch plate 635(with gear), at least one thrust bearing 640, and a P-Knuckle cover 644.

In one embodiment, cage assembly 565 includes a cage bearing 645, a cageplate 650, at least one snap ring 655, inner and outer cage plates 563,lower idler pully 520, and upper idler pully 520 a.

In one embodiment, during the disengagement process, cage plate 650 willdecouple the cage assembly 565 from the P-Knuckle assembly 510 thoughthe axial movement of the P-Knuckle clutch plate 635. Thus, for a givengear selection only the cage assembly 565 would move relative to thebicycle frame, while the P-Knuckle assembly 510 would be disengagedduring a chain growth or reduction event.

Although a plurality of different components is shown and described, itshould be appreciated that disengageable derailleur assembly 17 can havemore of fewer components. For example, a number of the components showncould be combined to a single component or could be broken from one intoa plurality of components. Moreover, disengageable derailleur assembly17 could include more of fewer of the components shown. The use of thedesignated separate components defined as being part of P-Knuckleassembly 510 and cage assembly 565 in the discussion is provided as oneembodiment, and is shown merely for purposes of clarity. It should beappreciated that in one embodiment, one or more of the components couldbe moved into the opposite assembly.

Referring now to FIG. 7, a cutaway view A-A of P-Knuckle assembly 510 ofthe disengageable derailleur assembly 17 which includes a portion ofcage assembly 565 is shown in accordance with an embodiment. Theoperation of the P-Knuckle assembly 510 as seen in the sectional viewA-A is shown in two different orientations in FIGS. 8 and 9 and isdescribed in the discussion thereof.

With reference now to FIG. 8, a side sectional view A-A of the P-Knuckleassembly 510 of the disengageable derailleur assembly 17 which alsoincludes a portion of cage assembly 565 is shown in accordance with anembodiment. In FIG. 8, a cage free configuration is shown in accordancewith an embodiment. In one embodiment, the cage free configuration showsa left force 805, a gear interface 810, motor and gear 610, a clearance825, a frictional interface 830, a locking 806 of linear solenoid 625, alocking 816 of motor and gear 610, a cage rotation axis 820, andmechanical connections 840.

In FIG. 8, cage assembly 565 rotates freely about the axis indicated bycage plate rotation 820. During disengagement, one embodiment willfrictionally decouple the cage assembly 565 from the P-Knuckle assembly510 though the axial movement of the P-Knuckle clutch plate 635 viatorsional power spring 630. In one embodiment, during the disengagement,a controller (that is, in one embodiment, part of linear solenoid 625)senses and stores position of P-Knuckle assembly 510 with respect tocage assembly 565 at disengagement to ensure a proper orientation duringa later re-engagement.

Referring now to FIG. 9, a side sectional view A-A of the P-Knuckleassembly 510 of the disengageable derailleur assembly 17 which alsoincludes a portion of cage assembly 565 is shown in accordance with anembodiment. In FIG. 9, a cage sprung configuration is shown inaccordance with an embodiment. In one embodiment, the cage sprungconfiguration shows a right force 905, gear interface 810, motor andgear 610, clearance 825, frictional interface 830, the unlocking 916 ofmotor and gear 610, free cage rotation 820, and mechanical connections840.

In FIG. 9, cage assembly 565 rotate about the axis indicated by cagerotation 820 under a spring force. During re-engagement one embodimentwill frictionally couple the cage assembly 565 to the P-Knuckle assembly510 using torsional power spring 630 through movement of P-Knuckleclutch plate 635. In one embodiment, motor and gear 610 engages torestore timing of cage assembly 565 and torsional power spring 630 usingclutch plate 635. In addition to the difference in the force direction,in the cage sprung configuration, the friction interface 830 andclearance 825 are switched.

In one embodiment, in order to compensate for the engagement anddisengagement, disengageable derailleur assembly 17 will lock torsionalpower spring 630 to itself once cage assembly 565 is frictionallydisengaged from P-Knuckle assembly 510 to keep the appropriate preload.In one embodiment, the appropriate preload maintenance is implementedthrough linear solenoid 625 and opposing frictional clutch-type (in atraditional, auto-sense) clutch plate 635. For example, once cageassembly 565 is frictionally disengaged from P-Knuckle assembly 510 bydisengaging cage assembly 565 from torsional power spring 630, thetiming of both the cage assembly 565 and the torsional power spring 630would need to be kept synchronized for reengagement so that torsionalpower spring 630 will have the same force on it once P-Knuckle assembly510 is reengaged with cage assembly 565. If the timing is not maintainedthere is a risk of torsional power spring 630 winding all the way up orall the way down and giving cage assembly 565 either nowhere to move, orno actual spring force, respectively. In one embodiment, the maintenanceof the orientation of cage assembly 565 with the appropriate force ontorsional power spring 630 is maintained by simultaneously disengagingtorsional power spring 630 from cage assembly 565 and engaging torsionalpower spring 630 with something else in P-Knuckle assembly 510 such asP-Knuckle 615 housing (or the like) to keep the proper preload ontorsional power spring 630 and vice versa for the reengagement of cageassembly 565 with P-Knuckle assembly 510.

For example, the bicycle is approaching a series of logs and the rearsuspension is going to be working. Over the first log, cage assembly 565frictionally disengages from P-Knuckle assembly 510 and the rearsuspension is compressed to 25 degrees. While the suspension iscompressed 25 degrees, the rider begins to pedal which causes cageassembly 565 to frictionally reengage with P-Knuckle assembly 510 at 15degrees. If this continued for each log, and without any type of errorcorrection, at some point torsional power spring 630 would be eitherpacked or unpacked.

In order to overcome this issue, in one embodiment, the frictionalreengaging of torsional power spring 630 with cage assembly 565 willoccur before the disengagement of P-Knuckle 615 housing with torsionalpower spring 630. In so doing, there is no time during theengagement/disengagement/reengagement process that torsional powerspring 630 and cage assembly 565 are not maintaining their correctorientation. Thus, the risk of torsional power spring 630 winding allthe way up or down due to an improperengagement/disengagement/reengagement is removed. Moreover, this processremoves the opportunity for the torsion power spring 630 to be packed orunwound due to several uncoordinatedengagement/disengagement/reengagement occurrences.

In one embodiment, the sensor 415 is used to track the orientation ofthe suspension and the tracking information is provided to a controllerfor motor and gear 610 which will allow P-Knuckle assembly 510 toestablish the proper timing on torsional power spring 630 prior to thefrictional re-engagement of P-Knuckle assembly 510 with cage assembly565.

In another embodiment, wave dynamics of the chain itself can be used tomanage the frictional disengagement and reengagement. For example,disengageable derailleur assembly 17 can actively, automatically, andcontinually adjust the position of P-Knuckle assembly 510 with respectto the position of cage assembly 565 based on suspension position andgearing such that the system will always have the correct amount ofchain paid out. This would minimize chain slap and could eliminate loadon the whole suspension system. In one embodiment, this is realized byusing a stepper motor & controller (e.g., motor and gear 610) whichreceives input from both from a gear selection and a suspension position(e.g., information from sensor 415) to give the disengageable derailleurassembly 17 some tolerance if sampling rates of the system could notcreate an effective “continuous” signal. Thus, if disengageablederailleur assembly 17 is active, rather than cage assembly 565 andP-Knuckle assembly 510 being engaged or disengaged based on pedaling,cage assembly 565 and P-Knuckle assembly 510 would be frictionallydisengaged for compressions/chain growth and reengaged for rebound/chainshrink.

In one embodiment, disengageable derailleur assembly 17 remains engagedunder normal chain stay length changes such as suspension articulationdue to pedaling, normal suspension travel issues, and the like. However,when a significant suspension event occurs, e.g., hitting a large bumpcausing a large, quick articulation of the suspension, P-Knuckleassembly 510 will not provide significant damping during the chainlength extension (as would occur when the suspension travels as shownfrom FIG. 3A to FIG. 3B). However, when the suspension returns (e.g.,travels from FIG. 4A to FIG. 4B) P-Knuckle assembly 510 will increasethe resistance to chain 19, thereby stopping chain 19 from obtainingenough slack to disengage from front sprocket assembly 13 or rearsprocket 18.

In one embodiment, the damping force is automatically controlled by acontroller in response to the input from sensor 415 when the bicycle 100is in use. Optionally, the user may be able to override and/or adjustthis automatic control using a manual input. For example, when sensor415 puts out a voltage corresponding to terrain feature 55 (e.g., abump, a dip, etc.) that voltage is transmitted to a controller (e.g. amemory and a processor/microprocessor, or an ASIC). In one embodiment,P-Knuckle assembly 510 is responsive to signals and power transmittedfrom the controller or processor. As the values increase or decrease, anelectromagnetic circuit is used to engage or disengage the cage assembly565 and P-Knuckle assembly 510 which reduces the influence that theengaged P-Knuckle assembly 510 will have on the suspension articulation.

Some or all of components of embodiments herein including sensor 415,P-Knuckle assembly 510, and the like are interconnected or connected bywire, wireless, WAN, LAN, Bluetooth, Wi-Fi, ANT (i.e. GARMIN low powerusage protocol), or any suitable power or signal transmitting mechanism.

Although a plurality of different components is shown and described, itshould be appreciated that disengageable derailleur assembly 17 can havemore of fewer components. For example, a number of the components showncould be combined to a single component or could be broken from one intoa plurality of components. Moreover, disengageable derailleur assembly17 could include more of fewer of the components shown. The use of thedesignated separate components in the discussion is provided as oneembodiment, of many possible and is shown merely for purposes ofclarity.

With reference now to FIG. 10, an exploded view of an electronicautomatically decoupling hub assembly 1000 is shown in accordance withan embodiment. In FIG. 10, electronic automatically decoupling hubassembly 1000 includes an axle 15, a hub shell non drive side (NDS)1005, a controller 1010, one or more inductors/electromagnets 1015, arachet ring 1020 (e.g., a hub shell drive side (DS)), a bearing 1025,one or more pawls 1030 (whose number, in one embodiment, may beanalogous to the number of inductor/electromagnets 1015), a seal 1035, acassette body assembly 1040, and an end cap 1045. In one embodiment,electronic automatically decoupling hub assembly 1000 uses magnets ineach of the pawls 1030 with an inductors/electromagnets 1015 above itand controlled by a controller 1010 inside the hub shell NDS 1005. Whennot pedaling the pawls 1030 would be disengaged by theinductors/electromagnets 1015 turning on or flipping polarity to attractthe pawls 1030 upwards away from the rachet ring 1020 on the cassettebody. When pedaling the inductors/electromagnets 1015 would be turnedoff and the magnets of pawls 1030 attracted to the ferrous rachet ring1020 (less energy usage). Or the polarity of theinductors/electromagnets 1015 could be flipped to repel the pawls 1030away, forcing them toward the rachet ring 1020.

Rear axle 15 is described previously herein. Hub shell NDS 1005 is theleft side of the hub.

Controller 1010 provides power/or polarity to theinductor/electromagnets and could house a battery, dynamo, or generatorto provide a charge to a battery or create its own power. Furtheroperation of controller 1010 is provided below.

One or more inductors/electromagnets 1015 which receive input fromcontroller 1010 to engage/disengage the pawls 1030 with respect to theratchet ring 1020.

Rachet ring 1020 provides a number of teeth to receive the pawls 1030.In general, bigger teeth and pawls will deal better with larger amountsof torque, while a finer set up provides faster engagement. Bearing 1025is used to maintain rachet ring 1020 about the axle 15.

One or more pawls 1030 are used to engage with the teeth of ratchet ring1020. Although 6 pawls 1030 are shown that number is exemplary. Toproduce a faster pick-up in one embodiment, the pawls 1030 are offset todouble the number of engagements per revolution.

Seal 1035 is used to keep dirt out while also keeping pawls 1030 fromfalling out or being lost when the hub is disassembled.

Cassette body assembly 1040 is used to hold the cassette cogs. In oneembodiment, the cassette body assembly 1040 includes splines thereon tomechanically couple with the cassette cogs.

End cap 1045 is used to prevent dust and water from entering intoelectronic automatically decoupling hub assembly 1000.

In one embodiment, controller 1010 provides a polarity toinductors/electromagnets 1015 that push or pull pawls 1030 into anengaged position, or they are spring loaded to provideinductors/electromagnets 1015 to engage/disengage the pawls 1030. Therachet ring 1020 is a ferrous material that attracts the (magnetic)pawls 1030 to the rachet ring 1020, while the electromagnetic controller1010 on the other side will provide an electromagnetic force viainductors/electromagnets 1015 that can be used to attract the magneticpawls 1030. In one embodiment, the electromagnetic force could be usedto engage the pawls 1030 with ratchet ring 1020 when pawls 1030 areretracted when in a resting state. In another embodiment, theelectromagnetic force could be used to disengage the pawls 1030 fromratchet ring 1020 when pawls 1030 are deployed when in a resting state.

In one embodiment, electronic automatically decoupling hub assembly 1000is mechanical and the pawls 1030 are engaged or disengaged electronicautomatically through a serious of stepper motors, a single steppermotor with a series of linkages to drive each of the pawls 1030simultaneously. In yet another embodiment, the engagement/disengagementof the pawls 1030 could be solenoid induced, etc. In one embodiment,pawls 1030 can be engaged and/or disengaged electronic automaticallybased on input from sensor 415.

For example, the sensor 415 output can be used by a processor inelectronic automatically decoupling hub assembly 1000. Moreover, theactivation can be at a number of different levels and as such, theelectronic automatically decoupling hub assembly 1000 could have anearly infinite amount of automatic engagement and disengagement, inreal-time, and throughout the ride. As such, the rider would have all ofthe normal suspension articulation during most of the ride and whendifferent levels of violent suspension articulation events occurred, thechain pressure via the electronic automatically decoupling hub assembly1000 would be reduced to ensure full suspension articulation while alsominimizing the opportunity for a violent feedback through the pedalsthat would be transferred to the rider.

In one embodiment, the damping force is electronic automaticallycontrolled by controller 1010 in response to the input from sensor 415when the bicycle 100 is in use. Optionally, the user may be able tooverride and/or adjust this automatic control using a manual input. Forexample, when sensor 415 puts out a voltage corresponding to terrainfeature 55 (and/or optionally a dip, a downhill slope, an uphill slope,a coasting area, and the like) that voltage is transmitted to controller1010 (e.g. a memory and a processor/microprocessor, or an ASIC). In oneembodiment, electronic automatically decoupling hub assembly 1000engages or disengages pawls 1030 with rachet ring 1020 responsive tosignals and power transmitted from the controller 1010. In oneembodiment, controller 1010 compares the output voltage of sensor 415 toa plurality of preset values. As the values increase, an electromagneticcircuit is used to engages or disengages pawls 1030 with rachet ring1020.

In one embodiment, when the output voltage of sensor 415 falls below apreset value, the electromagnetic circuit is used to engage or disengagepawls 1030 with respect to rachet ring 1020. In one embodiment, some orall of components including sensor 415, controller 1010, and the likeare interconnected or connected by wire, wireless, WAN, LAN, Bluetooth,Wi-Fi, ANT (i.e. GARMIN low power usage protocol), or any suitable poweror signal transmitting mechanism.

Although a plurality of different components is shown and described, itshould be appreciated that electronic automatically decoupling hubassembly 1000 can have more of fewer components. For example, a numberof the components shown could be combined to a single component or couldbe broken from one into a plurality of components. Moreover, electronicautomatically decoupling hub assembly 1000 could include more of fewerof the components shown. The use of the designated separate componentsin the discussion is provided as one embodiment, of many possible and isshown merely for purposes of clarity.

Referring now to FIG. 11, a partially exploded view of an electronicautomatically decoupling hub assembly 1000 is shown in accordance withan embodiment. In one embodiment, electronic automatically decouplinghub assembly 1000 of FIG. 11 shows axle 15, hub shell NDS 1005,controller 1010, one or more inductors/electromagnets 1015, and rachetring 1020 and bearing 1025 in proper orientation and build. In addition,FIG. 11 shows the exploded view of the one or more pawls 1030, seal1035, cassette body assembly 1040, and end cap 1045.

With reference now to FIG. 12, a full section view of an electronicautomatically decoupling hub assembly 1000 is shown in accordance withan embodiment. In one embodiment, the section view of electronicautomatically decoupling hub assembly 1000 of FIG. 12 shows all of thecomponents of electronic automatically decoupling hub assembly 1000 inan as build orientation. The as built orientation shows axle 15, hubshell NDS 1005, controller 1010, one or more inductors/electromagnets1015, rachet ring 1020, bearing 1025, one or more pawls 1030, seal 1035,cassette body assembly 1040, and end cap 1045.

Referring now to FIG. 13, an opaque front view of an electronicautomatically decoupling hub assembly 1000 is shown in accordance withan embodiment. In one embodiment, electronic automatically decouplinghub assembly 1000 of FIG. 13 includes an axle 15, one or moreinductors/electromagnets 1015, rachet ring 1020, bearing 1025, one ormore pawls 1030.

Although described herein with respect to a bicycle suspension system,the embodiments illustrated in FIGS. 1-13 herein may be used with anytype of suspended vehicle, as well as other types of suspension ordamping systems.

The foregoing Description of Embodiments is not intended to beexhaustive or to limit the embodiments to the precise form described.Instead, example embodiments in this Description of Embodiments havebeen presented in order to enable persons of skill in the art to makeand use embodiments of the described subject matter. Moreover, variousembodiments have been described in various combinations. However, anytwo or more embodiments could be combined. Although some embodimentshave been described in a language specific to structural features and/ormethodological acts, it is to be understood that the subject matterdefined in the appended claims is not necessarily limited to thespecific features or acts described above. Rather, the specific featuresand acts described above are disclosed by way of illustration and asexample forms of implementing the claims and their equivalents.

What is claimed is:
 1. An electronic automatically decoupling hubassembly comprising: an axle; a hub shell rotationally positioned aboutthe axle; a bearing rotationally positioned about the axle; a rachetring rotationally positioned about the bearing, the ratchet ring havingat least one tooth therein; an inductor comprising at least one pawl toselectively engage or disengage with the at least one tooth of theratchet ring, a selective disengagement of the at least one pawl fromthe at least one tooth of the ratchet ring will cause the electronicautomatically decoupling hub assembly to enter a freewheel state, and aselective engagement of the at least one pawl with the at least onetooth of the ratchet ring will cause the electronic automaticallydecoupling hub assembly to enter a force transfer state; and acontroller to provide at least one automatic signal to the inductor, theat least one automatic signal causing the inductor to engage ordisengage the at least one pawl with the at least one tooth of theratchet ring.
 2. The electronic automatically decoupling hub assembly ofclaim 1, further comprising: the hub shell rotationally positioned aboutthe axle on a non-drive side of a wheel; and the bearing rotationallypositioned about the axle on a drive side of the wheel.
 3. Theelectronic automatically decoupling hub assembly of claim 1, furthercomprising: the controller to provide at least one automatic activationsignal; and the inductor to receive the at least one automaticactivation signal and engage the at least one pawl with the at least onetooth of the ratchet ring.
 4. The electronic automatically decouplinghub assembly of claim 1, further comprising: the controller to provideat least one automatic deactivation signal; and the inductor to receivethe at least one automatic deactivation signal and disengage the atleast one pawl from the at least one tooth of the ratchet ring.
 5. Theelectronic automatically decoupling hub assembly of claim 1, furthercomprising: the controller to provide a plurality of automaticactivation signals; the controller to provide a plurality of automaticdeactivation signals; and the inductor to receive the plurality ofautomatic activation signals and the plurality of automatic deactivationsignals and engage or disengage the at least one pawl with the at leastone tooth of the ratchet ring in accordance therewith.
 6. The electronicautomatically decoupling hub assembly of claim 1, further comprising: atleast one sensor to provide an input to the controller, the inputcausing the controller to automatically provide the at least oneautomatic signal to the inductor.
 7. The electronic automaticallydecoupling hub assembly of claim 6, where the sensor is selected from agroup of sensors consisting of: an accelerometer, an optical detectiondevice, and an image capturing device.
 8. The electronic automaticallydecoupling hub assembly of claim 1, further comprising: the ratchet ringhaving a plurality of teeth therein; and the inductor comprising aplurality of pawls, the plurality of pawls to selectively engage ordisengage with at least two of the plurality of teeth of the ratchetring.
 9. The electronic automatically decoupling hub assembly of claim1, further comprising: a seal to contain the at least one pawl withinthe electronic automatically decoupling hub assembly; a cassette bodyassembly coupled with the rachet ring; and an end cap coupled with thecassette body assembly to prevent a contaminant entry into theelectronic automatically decoupling hub assembly.
 10. An electronicautomatically decoupling hub assembly comprising: an axle; a hub shellrotationally positioned about the axle; a bearing rotationallypositioned about the axle; a rachet ring rotationally positioned aboutthe bearing, the ratchet ring having at least one tooth therein; anelectromagnet comprising at least one pawl to selectively engage ordisengage with the at least one tooth of the ratchet ring, where in anormal state, the at least one pawl is selectively engaged with the atleast one tooth of the ratchet ring such that the electronicautomatically decoupling hub assembly is in a force transfer state; anda controller to provide at least one automatic deactivation signal tothe electromagnet, the at least one automatic deactivation signalcausing the electromagnet to disengage the at least one pawl from the atleast one tooth of the ratchet ring such that the electronicautomatically decoupling hub assembly enters into a freewheel state. 11.The electronic automatically decoupling hub assembly of claim 10,further comprising: the hub shell rotationally positioned about the axleon a non-drive side of a wheel; and the bearing rotationally positionedabout the axle on a drive side of the wheel.
 12. The electronicautomatically decoupling hub assembly of claim 10, further comprising:the controller to provide at least one automatic activation signal; andthe electromagnet to receive the at least one automatic activationsignal and return to the normal state where the at least one pawl isselectively engaged with the at least one tooth of the ratchet ring. 13.The electronic automatically decoupling hub assembly of claim 10 furthercomprising: the controller to provide a plurality of automaticactivation signals; the controller to provide a plurality of automaticdeactivation signals; and the electromagnet to receive the plurality ofautomatic activation signals and the plurality of automatic deactivationsignals and engage or disengage the at least one pawl with the at leastone tooth of the ratchet ring in accordance therewith.
 14. Theelectronic automatically decoupling hub assembly of claim 10, furthercomprising: at least one sensor to provide an input to the controller,the input causing the controller to automatically provide the automaticdeactivation signal to the electromagnet, the sensor selected from agroup of sensors consisting of: an accelerometer, an optical detectiondevice, and an image capturing device.
 15. The electronic automaticallydecoupling hub assembly of claim 10, further comprising: the ratchetring having a plurality of teeth therein; and the electromagnetcomprising a plurality of pawls, the plurality of pawls to selectivelyengage or disengage with at least two of the plurality of teeth of theratchet ring.
 16. The electronic automatically decoupling hub assemblyof claim 10, further comprising: a seal to contain the at least one pawlwithin the electronic automatically decoupling hub assembly; a cassettebody assembly coupled with the rachet ring; and an end cap coupled withthe cassette body assembly, the end cap to prevent a contaminant entryinto the electronic automatically decoupling hub assembly.
 17. Anelectronic automatically decoupling hub assembly comprising: an axle; ahub shell rotationally positioned about the axle; a bearing rotationallypositioned about the axle; a rachet ring rotationally positioned aboutthe bearing, the ratchet ring having at least one tooth therein; acontroller to provide at least one automatic activation signal and atleast one automatic deactivation signal; and an inductor comprising atleast one pawl, the inductor to receive the at least one automaticactivation signal and the at least one automatic deactivation signalfrom the controller; the automatic activation signal causing theinductor to enter a selective engaged state, the selective engaged statebeing a force transfer state where the at least one pawl engages withone or more of the at least one tooth of the ratchet ring; and theautomatic deactivation signal causing the inductor to enter a selectivedisengaged state, the selective disengaged state being a freewheel statewhere the at least one pawl is not engaged with the at least one toothof the ratchet ring.
 18. The electronic automatically decoupling hubassembly of claim 17, further comprising: the ratchet ring having aplurality of teeth therein; and the inductor comprising a plurality ofpawls to selectively engage or disengage with at least two of theplurality of teeth of the ratchet ring.
 19. The electronic automaticallydecoupling hub assembly of claim 17, further comprising: the hub shellrotationally positioned about the axle on a non-drive side of a wheel;the bearing rotationally positioned about the axle on a drive side ofthe wheel; a seal to contain the at least one pawl within the electronicautomatically decoupling hub assembly; a cassette body assembly coupledwith the rachet ring; and an end cap coupled with the cassette bodyassembly, the end cap to prevent a contaminant entry into the electronicautomatically decoupling hub assembly.
 20. The electronic automaticallydecoupling hub assembly of claim 17, further comprising: at least onesensor to provide an input to the controller, the input causing thecontroller to automatically provide at least one of the automaticactivation signal or the automatic deactivation signal to the inductor,the sensor selected from a group of sensors consisting of: anaccelerometer, an optical detection device, and an image capturingdevice.